WO2021160439A1

WO2021160439A1 - Gyrodyne

Info

Publication number: WO2021160439A1
Application number: PCT/EP2021/051960
Authority: WO
Inventors: Andreas Knoop
Original assignee: Andreas Knoop
Priority date: 2020-02-10
Filing date: 2021-01-28
Publication date: 2021-08-19
Also published as: DE102020201579B8; DE102020201579B4; DE102020201579A1

Abstract

The invention relates to an aircraft, comprising: a cell (2), which is designed to accommodate a plurality of electric drive devices (12, 46) and through which a through-channel (60) extends; and a first electric motor (46), which comprises a motor housing (45) and a drive shaft (54) rotatably mounted in the motor housing (45) and which is arranged at least partly in the through-channel (60), the drive shaft (54) or the motor housing (45) being connected to a rotor assembly (35) arranged outside the through-channel (60), the motor housing (45) or the drive shaft (54) being connected to an impeller (55) arranged in the through-channel (60), and the motor housing (45) and the drive shaft (54) being rotatably mounted on the cell (2), whereby a restoring-torque-free drive system results.

Description

AIRPROPPER

The invention relates to an aircraft which is designed as a Flugschrau over. Flight helicopter (English gyrodyne) is the name for a vertical take-off and landing hybrid aircraft that combines structural elements of gyroscopes and helicopters. As with helicopters, a powered rotor is used to generate lift for take-off and hovering. The level flight takes place in the same way as the gyroplane with a non-driven rotor in the auto-rotation. Due to the lack of need to drive the rotor in level flight, gyroscopes have a lower energy requirement than helicopters. Due to this advantageous combination of properties (vertical take-off and landing, low energy requirement in level flight), aircraft helicopters are particularly well suited to counteracting an impending traffic infarction in urban areas that will continue to grow in the future.

The laid-open specification WO2019020168A1 is known from the prior art. A multicopter for the fulfillment of urban transport tasks is described here. Like helicopters, multicopters have the disadvantage that, for horizontal flight, energy is required to drive the rotors / rotor to generate lift. In the case of the multicopter described in WO 2019/020168 A1, a preferred distance between two landing sites of 25 km is claimed. This claim illustrates the energy problem of a multicopter concept very clearly. In a metropolitan area like Los Angeles, with a north-south extension of about 150 km, the multicopter would have to stop five times to get from one conurbation boundary to the other.

US 2018/0208305 Al also discloses an aircraft for urban transport tasks. With this concept, take-off and landing are the same as with a multicopter. In level flight, the lift is generated by wings. As with the gyroplane, this results in a lower energy requirement. This advantage comes at the price of having to swivel the rotors so that they can act as propellers in level flight. In order to enable the rotors to pivot, a correspondingly complex mechanism is neces sary. This increases the weight of the aircraft. If it is not possible to swivel the rotors with sufficient uniformity during the transition from hovering to level flight, the aircraft threatens to crash.

DE 102016 206 551 A1 discloses an aircraft with a cell for receiving a drive device, with a Rotoranord voltage, which is received on a rotor axis, wherein the Ro gate axis is movably connected to the cell, with a propulsion device which has at least one drive propeller, wherein the cell is assigned at least two wheels and wherein the rotor assembly comprises two rotor blade assemblies, each having at least two rotor blades, a first rotor blade assembly is coupled to a first rotor and a second rotor blade assembly is coupled to a second rotor and both rotor blades are rotatably coaxial with each other are mounted on the rotor axis and form an electric motor. This aircraft is a helicopter.

The object of the invention is to develop the basic concept

DE 102016 206 551 A1 to take up and to develop further. This object is achieved for an aircraft of the type mentioned at the beginning with the features of claim 1.

Accordingly, the aircraft comprises a cell which is designed to accommodate several electrical drive devices and which is traversed by a through-channel, as well as with a first electric motor, which comprises a motor housing and a drive shaft rotatably mounted in the motor housing and which is at least partially arranged in the through-channel, wherein the drive shaft or the motor housing is connected to a rotor arrangement arranged outside the through-channel, and wherein the motor housing or the drive shaft is connected to an impeller arranged in the through-channel, and the motor housing and the drive shaft are rotatably mounted on the cell, thus resetting torque-free drive system results. One of the impeller, the outside of the through channel to the ordered rotor assembly and the first electric motor gebil det assembly is also referred to as a rotor-impeller assembly. The rotor arrangement comprises at least two rotor blades arranged symmetrically to an axis of rotation. The impeller preferably comprises a plurality of blades arranged at the same angular spacing around an axis of rotation. For example, the rotor assembly is connected to the housing of the first electric motor. Furthermore, the impeller is coupled to the drive shaft of the electric motor. In an alternative embodiment it is provided that the rotor arrangement with the connection Drive shaft is coupled, while the impeller is coupled to the Mo gate housing.

The design of the rotor-impeller assembly with the first electric motor makes it possible to operate the rotor assemblies and the impeller in different operating states. In a first operating state, which can also be referred to as the passive operating state, the rotor arrangement is freely rotatable with respect to the drive shaft, also known as the electric motor axis, and freely rotatable with respect to the impeller. Furthermore, in the first operating state, the impeller is also freely rotatable with respect to the Ro gate arrangement. This first operating state thus corresponds to an auto-rotation state in which the rotor arrangement is operated in the same way as in a gyrocopter. In a second operating state, which can also be referred to as the active operating state, the rotor-impeller arrangement is still freely rotatable with respect to the electric motor axis, but electrical energy is supplied, for example via sliding contacts, to the housing of the electric motor, which is generated by this energy supply can enter into magnetic interaction with the electric motor shaft and thus causes a torque transmission to the rotor-impeller assembly. Since the rotor-impeller arrangement do not have any torque support on the electric motor axis, opposing rotational movements are set for the rotor-impeller arrangement. With a suitable selection of angles of attack for the respective Ro gate blades of the rotor arrangement and the blades of the impeller, a lift force resulting upward in the vertical direction can be brought about, with the aid of which a total lift force acting on the aircraft is generated. It is particularly preferred that the energy supply to the rotor-impeller arrangement leads to a rotary movement of the two rotor-impeller arrangement, through which one exclusively Lifting force caused by the rotor-impeller arrangement acts on the aircraft, which is greater than the weight of the aircraft, so that the aircraft can lift off the ground in the vertical direction without further measures. Furthermore, by changing an alignment of a rotor axis on which the rotor blades are fixed and which is connected to the drive shaft or the motor housing in a suitable manner, in particular with a cardan joint, in a torque-transmitting and pivoting manner, an influence on the directions of force for the upward The resulting lift force can be taken on the cell, so that changes in an attitude for the aircraft can be supported or only brought about.

The first electric motor of the rotor impeller arrangement is preferably designed in such a way that it is torque-free without a supply of electrical energy, so that free mobility of the rotor impeller arrangement is ensured in the absence of a supply of electrical energy.

In contrast to DE 102016 206 551 A1, which discloses two rotor arrangements located above the cell, according to the invention, one of these rotor arrangements is replaced by the impeller, which can be described as a fan system penetrating the cell. This design of the rotor-impeller arrangement reduces the aerodynamic drag of the aircraft. In addition, this simplifies the mounting of the electric motor, which drives the remaining rotor arrangement and the impeller. Because the impeller is located inside the cell, the acoustic signature of the aircraft is reduced, which is particularly desirable in an urban environment. Advantageous further developments of the invention are the subject of the subclaims.

In a further development of the invention it is provided that at least one joint device is formed between the drive shaft or the motor housing and the rotor assembly and that the rotor assembly is pivotable in at least one spatial direction that is oriented transversely to a rotational axis determined by the first electric motor Cell is recorded. In a further embodiment of the invention it is provided that a freewheel is arranged between the drive shaft and the rotor arrangement or between the motor housing and the rotor arrangement.

It is advantageous if a gear with a fixed transmission ratio is arranged between the drive shaft and the rotor arrangement or between the motor housing and the rotor arrangement.

It is preferably provided that the drive device comprises an energy converter from the group: internal combustion engine with generator, gas turbine with generator, fuel cell and / or an energy store from the group: accumulator, capacitor.

It is useful if the cell is assigned a propulsion device which comprises at least one second electric motor which is provided with at least one drive propeller, the second electric motor being fixed to the cell with a second motor housing and with the drive propeller being one is assigned rotatably mounted on the motor housing second drive shaft, with a rotational axis of the second drive shaft is aligned transversely to an axis of rotation determined by the first electric motor.

It is advantageous if the propulsion device comprises more than one second electric motor and that the axes of rotation of the second drive shafts are aligned parallel to one another and are arranged at a predeterminable distance from the axis of rotation determined by the first electric motor.

In a further embodiment of the invention it is provided that the first electric motor and the at least one second electric motor are electrically connected to a control device which is designed for a direction-dependent control of the at least one second electric motor and / or for a drive-dependent control of the first electric motor forms is. It is useful if the drive device of the Fluggerä tes includes an energy converter, in particular a thermodynamic cycle generator combination, fuel cell and / or an energy store, in particular an accumulator. The task of the energy converter is to convert an energy content of a liquid or gaseous fuel, in particular a hydrocarbon or alcohol, at least partially into electrical energy, with the help of which the rotor-impeller arrangement can be supplied with energy. Furthermore, the energy converter is provided to provide drive energy to a propulsion device in the form of electrical energy. In addition or as an alternative, the energy generator can be supplemented with an energy store, which is designed either to exclusively supply the two rotor-impeller arrangement and the propulsion device with electrical energy, or for short-term intermediate storage of electrical energy serves to buffer power peaks during the operation of the aircraft. Such an energy store can in particular be designed as a capacitor arrangement and / or accumulator. In an advantageous development of the invention, it is provided that the propulsion device has two drive propellers, the propeller axes of which are each arranged laterally spaced from the rotor-impeller arrangement axis, an electric motor being assigned to each of the drive propellers and / or that the propeller axes of the drive propellers are aligned parallel to one another are. By using two drive propellers, which are preferably arranged mirror-symmetrically to the rotor-impeller arrangement axis, provided this is in a neutral position, a symmetrical provision of propulsion forces on the aircraft can be ensured. This is particularly true when the drive propellers are designed to generate propulsion with counter-rotating rotation and when the electric motors assigned to the drive propellers are also controlled for such a counter-rotation of the drive propellers. Additionally or alternatively, it can be provided that the propeller axes of the drive propellers are aligned parallel to one another in order to be able to provide only one propulsion with identical power supply for both electric motors and opposite rotation of the drive propellers, which is along the propeller axes and preferably along a longitudinal axis for the Aircraft is aligned.

Through the use of two drive propellers, in the second operating state, which can also be referred to as the active operating state, in which the aircraft is operated like a helicopter, rotations about the vertical axis can take place in that the drive propellers are controlled in opposite directions. the. If the two drive propellers can rotate at different speeds in the first operating state, which is also referred to as the passive operating state, in which the aircraft is operated like a gyroplane, the aircraft is assisted in turning. This means that the rudder, which is otherwise necessary, can be omitted, or at least reduced in size.

In a further embodiment of the invention it is provided that electric motors of the propulsion device are electrically connected to a control device which is designed for a direction-dependent control of the electric motors and / or for a lift-dependent control of the rotor impeller arrangement. The control device can be provided for direct operation by a pilot who is in the cell during flight operations for the aircraft. Alternatively, the control device can be designed for controlling the aircraft. In any case, the control device is designed in such a way that it can influence a flight direction of the aircraft by providing different amounts of energy to the two electric motors of the propulsion device. Additionally or alternatively, the control device can also influence the provision of electrical energy to the rotor-impeller arrangement and thus the provided lift. As an example, the control device comprises at least one adjustable electrical output stage, with the aid of which control or regulation of at least one energy flow to the electrical consumer or consumers connected can be effected. As an example, it is provided that the rotor-impeller arrangement can be designed in such a way that, in combination with the drive device, a drive sufficient for flight operations can be produced. An example is the drove sufficiently at least during active operation with energy supply to the rotor-impeller arrangement, preferably also during passive operation without energy supply to the rotor device, so that additional buoyancy devices such as wings are not absolutely necessary.

It is advantageous if the cell is provided with at least one support surface. The task of the wing is to provide lift forces if the aircraft is moved in a direction in which there is an aerodynamically sensible flow onto the wing. It is preferably provided that the at least one wing is arranged on the airframe in such a way that it can provide the desired lift forces when the aircraft moves in the longitudinal direction. If part of the lift is generated with a wing, the diameter of the rotor arrangement can be reduced, since it no longer has to provide the entire lift in autorotation mode. This reduces the air resistance of the aircraft. In an advantageous development of the invention, it is provided that front wings are arranged on a front end region of the cell and rear wings are arranged on a rear end region of the cell. Preferably, the front wings are arranged in a horizontal plane which lies in the vertical direction in front of the center of gravity of the aircraft. In contrast, the rear wings are vorzugswei se arranged in a horizontal plane which is in the vertical direction behind the center of gravity of the aircraft. Here by a so-called duck wing arrangement is created, in which the front, possibly also as elevators, the nenden wings also generate lift. Through this the aircraft can be equipped with particularly compact wings.

It is important to note that an aircraft without a front wing and a rear wing is fully airworthy. It must be ensured here that the rotor arrangement generates sufficient lift in gyroplane operation. With such a design of the aircraft, there are restrictions on the maximum possible flight speed due to the resistance behavior of the rotor arrangement. This will be in the range 150 to 200 km / h.

An advantageous embodiment of the invention is shown in the drawing. Here shows:

1 shows a plan view of an aircraft with a centrally arranged cell, wings arranged at a front end region, wings arranged richly at a rear end region and drive motors assigned to the rear wings,

Figure 2 is a side view of the aircraft according to the figure

1, FIG. 3 a front view of the aircraft according to FIG. 1, and

FIG. 4 shows a side view of the aircraft according to FIG. 1 in partial section with a schematic representation of the rotor-impeller arrangement. Figure 5 is a detailed view of Figure 4 with a schematic representation of a gear and a freewheel. For the following description, it is assumed, without restricting the invention to these regulations, that the aircraft 1 is to be approved as an aircraft in accordance with international regulations, in particular the national regulations currently applicable for the USA, China, Germany and France.

The aircraft 1 shown in FIGS. 1 to 5 is provided, for example, for the transport of a maximum of two people who can be accommodated in a passenger compartment (not shown in detail) that is formed in a cell 2 of the aircraft 1. Purely by way of example, the cell 2 is made of a carbon fiber composite material and has a front panel 14 made of transparent plastic material on a front, rounded end area 3, behind which two seats, not shown, for a pilot and a passenger or for two pilots are arranged are.

Furthermore, at the front end region 3 below a front pane lower edge 6 that ends approximately halfway up the cell 2, front support surfaces 7 arranged in mirror image to the longitudinal axis 4 are formed, which have a profiling shown in more detail in FIG. As an example, it is provided that the front wings 7 can be pivoted synchronously in a manner not shown relative to the cell 2 about a pivot axis 8 aligned horizontally according to the representations of FIG. 1 in order to serve as an elevator. However, this function as an elevator is by no means mandatory for flight operations, so that the front wings 7 can also be rigidly fixed to the cell 2, since the elevator function is also provided by the rotor arrangement 35, the two

Control rods 33 and 34 and the tilt head 37 can be ensured. In addition to this elevator function, a turning of the tilting head 37 about the tilting axis 25, a pivoting movement about the longitudinal axis 4 can also take place, whereby the transverse rudder function of the aircraft 1 results. The arrangement described is called the tilt head control and is common with gyroscopes.

At a rear end area 9 of the cell 2, in an overhead section, rear wing surfaces 10 are arranged in a mirror-inverted manner to the longitudinal axis 4, which also have a profile analogous to the front wing surfaces 7. Since the rear wing 10 are each equipped at the end with at right angles protruding winglets 27 (winglets), the profiling of the wing 10 is not clearly visible. The wing end disks 27 (winglets) serve to stabilize the aircraft around the longitudinal axis. It is provided that the two wing end disks 27 (winglets) have rudders 13 which can be pivoted about the vertical pivot axis 5. The side rudder function can be supported by the uneven operation of the drive motors 12. On each of the two rear wing 10, a drive propeller 11 is arranged at the same distance from the longitudinal axis 4, which is designed purely by way of example as a two-bladed propeller. Both drive propellers 11 are, for example, fixed in a non-rotatable manner in a common propeller plane, not shown in detail, with drive shafts of electric motors 12 not shown in detail. The drive shafts of the electric motors 12, also referred to as second electric motors, are in turn each rotatably mounted on a rotor, not shown in detail, of the respective electric motor 12, which in turn is accommodated in the respective rear wing 10. The drive shafts, not shown, of the electromotoren 12 determine for the drive propeller 11, respectively Propeller axles 15 aligned purely as an example parallel to the longitudinal axis 4 .

A rotor axis 30 is pivotably arranged on an upper side of the cell 2, it being provided by way of example that the rotor axis 30 is received by the tilting head 37 on the cell 2 and can thus perform pivoting movements about the longitudinal axis 4 shown in FIG. 1 and FIG . In analogy to a fixed wing aircraft, this pivoting movement corresponds to the aileron function in the aircraft 1. At the same time, the tilting head 37 enables a rotary movement about the pivot point 28 of the tilt axis 25. In analogy to a fixed wing aircraft, this rotary movement corresponds to the elevator function in the aircraft 1. For one setting an alignment of the rotor axis 30 with respect to the cell 2, the control rods 33 and 34 are provided, which can for example be in direct mechanical coupling with a control device for the pilot. As an example, it is provided that the pilot operates a control stick (not shown) during flight operation of the aircraft 1, which, for example, ensures the alignment of the rotor axis 30 via linkages (not shown in detail) with the control rods 33 and 34.

A rotor arrangement 35, which has two rotor blades 36, for example, is arranged on the rotor axis 30. As can be seen from the illustration in FIG. 4, the rotor arrangement 35 is coupled to the rotor shaft 38 and can be driven via this during the helicopter operation. It is further provided that the rotor shaft 38 consists of an upper shaft part 39 and a lower shaft part 40, which with a length compensation piece 41 are non-rotatably connected. The length compensation piece 41 compensates for changes in length which are caused by the control movements of the tilting head 37. At the upper and lower end of the rotor shaft 38, two joints 42, 43 are arranged which are necessary to ensure the torque transmission from the rotor shaft 38 to the rotor arrangement 35 when the tilting head 37 rotates and swivels.

The swivel joint 24 shown in FIG. 4 serves to equalize the lift of the rotor arrangement 35 in horizontal flight and is common in gyroplanes. Here, the different approach velocities that result from the rotating system in superposition with the Flugge speed, partially compensated for by pivoting the two rotor blades 36 in the same direction. The rest of the compensation for the asymmetrical drive on the rotor assembly 35 in horizontal flight is done by slightly pivoting the tilting head about its longitudinal axis 4. This relatively simple arrangement means that the technically complex cyclic blade adjustment required for helicopters can be dispensed with in the gyrocopter.

The joint 43 is rotatably connected to the motor housing extension 44, which contains slip rings, not shown in detail. With the help of these slip rings and the sliding contacts 32 (U, V, W) connected to the cell 2, the rotor drive motor 46, which is arranged in a through channel 60 extending in the vertical direction as shown in FIGS Energy supplied. For example, it is a three-phase motor that is operated with the three phases U, V, and W. For the rotor drive motor 46, also referred to as the first electric motor, however, other electric motor types such as AC or DC motors are possible.

In both of these cases, only two slip ring / slip contact combinations are required.

The motor housing extension 44 and the motor housing 45 form a unit which can rotate freely about the motor axis 47 shown in FIG. This rotary movement is made possible by the bearing points 48 and 49 connected to the cell 2, as well as the two motor bearings 50 and 51. In the motor housing 45 there is a stator winding 52 which is connected to electrical via slip rings and lines not shown in detail

Energy is supplied. By energizing the sliding contacts 32 (U, V, W), a rotating field can now be generated which sets the motor rotor 53 of the rotor drive motor 46 in a rotary motion which is transmitted via the motor shaft 54 to an impeller 55, which is several at the same angle and with one Has fixed angle of attack to the rotor axis 30 arranged, not shown blades. The torque generated here generates a counter-torque which is transmitted to the rotor arrangement 35 via the motor housing extension 44, the lower joint 43, the rotor shaft 38 and the upper joint 42. The impeller 55 and rotor arrangement 35 rotate in opposite directions without a so-called restoring torque being transmitted to the cell 2. Since helicopters generate a restoring torque during operation, they require, in contrast to the aircraft 1 described here, a complicated and relatively heavy tail rotor.

Depending on how the rotor blade arrangement 35 and the impeller 55 are designed, it can be useful to couple the two components via a gear 57 with a fixed transmission ratio. Here, for example, a planetary gear could be used. But there are also other Ge gearboxes with a fixed ratio conceivable. In the detail view Fi Such a transmission 57 is indicated schematically in gur 5. A freewheel 56 is necessary, depending on which type of motor is used in the rotor drive motor 46. This applies, for example, to a permanently excited synchronous motor (PSM). Such motors have a cogging torque which would have a disruptive effect in auto-rotation operation. The freewheel 56 is also arranged schematically in FIG. A freewheel 56 brings an additional gain in safety. Even with a blocked rotor drive motor 46, the flight could continue in auto-rotation mode.

Since it is also assumed that the profiles of the rotor assembly 35 and the impeller 55 have been selected in a suitable manner, a vertical downward thrust is established by their rotational movement in the opposite direction Aircraft 1 results and causes the aircraft 1 to lift off the ground, so that the aircraft 1 can be operated as a vertical take-off in the manner of a helicopter. Here at rotary movements of the aircraft 1 about the vertical axis by suitable control, in particular control in opposite directions, the electric motors 12 can be caused.

The landing process preferably also takes place in the manner of a helicopter, in which the speed of the rotor drive motor 46 is reduced accordingly. Here, the desired landing point is reached by appropriate control movements on the tilting head 37 and actuation of the drive motors 12.

Landing in autorotation is also possible, analogous to a gyroplane. Here, the rotor drive motor 46 is not operated, the rotor assembly 35 generates the necessary lift through its air flow. Landings of this type require a short landing distance. This is over about an order of magnitude smaller than that of an airplane with wings.

This property makes the aircraft 1 particularly safe, since it can land with little space requirement even in the event of a total failure of the entire drive system. Such a property is particularly desirable in an urban environment.

Claims

Expectations

1. Aircraft with a cell (2) which is designed to accommodate several electrical drive devices (12, 46) and which is penetrated by a through channel (60), and with a first electric motor (46) which has a motor housing (45) and comprises a drive shaft (54) rotatably mounted in the motor housing (45) and which is at least partially arranged in the passage channel (60), the drive shaft (54) or the motor housing (45) having a rotor assembly (60) arranged outside the passage channel (60). 35) is connected and wherein the motor housing (45) or the drive shaft (54) is connected to an impeller (55) arranged in the through channel (60) and wherein the motor housing (45) and the drive shaft (54) are rotatable on the cell (2) are stored, which results in a drive system free of restoring torque.

2. Aircraft according to claim 1, characterized in that at least one joint device (43) is formed between the drive shaft (54) or the motor housing (45) and the rotor arrangement (35) and that the rotor arrangement (35) in at least one spatial direction that crossed one from the first

Electric motor (46) specific axis of rotation (47) is aligned, is pivotally mounted on the cell (2).

3. Aircraft according to claim 1, characterized in that a freewheel (56) is arranged between the drive shaft (54) and the rotor arrangement (35) or between the motor housing (45) and the rotor arrangement (35).

4. Aircraft according to claim 1, characterized in that a gear (57) with a fixed transmission ratio is arranged between the drive shaft (54) and the rotor arrangement (35) or between the motor housing (45) and the rotor arrangement (35).

5. Aircraft according to claim 1, characterized in that the drive device comprises an energy converter from the group: internal combustion engine with generator, gas turbine with generator, fuel cell and / or an energy store from the group: accumulator, capacitor.

6. Aircraft according to claim 1, characterized in that the cell (2) is assigned a propulsion device which comprises at least one second electric motor (12) which is provided with at least one drive propeller (11), the second electric motor (12) with a second motor housing is fixed to the cell (2) and with the drive propeller (11) being assigned to a second drive shaft rotatably mounted on the motor housing, a rotational axis (15) of the second drive shaft being determined transversely to one of the first electric motor (46) Axis of rotation (47) is aligned.

7. Aircraft according to claim 1, characterized in that the propulsion device comprises more than one second electric motor (12) and that the axes of rotation of the second drive shafts are aligned parallel to one another and are determined at a predetermined distance from that of the first electric motor (46) Rotation axis (47) are arranged.

8. Aircraft according to claim 3, characterized in that the first electric motor (46) and the at least one second electric motor (12) electrically with a control device are connected, which is designed for a direction-dependent control of the at least one second electric motor (12) and / or for a lift-dependent control of the first electric motor (46).

9. Aircraft according to one of the preceding claims, characterized in that the cell (2) is provided with at least one wing (7, 10).

10. Aircraft according to claim 1, characterized in that front wings (7) are arranged on a front end region (3) of the cell (2) and rear wings (10) are arranged on a rear end region (9) of the cell (2) , wherein the rear wing (10) are equipped with the propulsion device and the focus of the aircraft is between the two wings.

11. Aircraft according to claim 1 or 2, characterized in that the propulsion device has two drive propellers (11), the propeller axes (15) of which are arranged laterally spaced from the rotor axis (30), each of the drive propellers (11) having an electric motor (12 ) is assigned and / or that the propeller axles (15) of the drive propellers (11) are aligned parallel to one another.